Hydrocarbon-motor.



G. B. COLLIER;

HYDROCARBON MOTOR.

APPLIOATION FILED FEB.25, 1909.

1, 1 80, 1 48, Patented Mar. 2, 1915.

' 6 SHEETSSHEBT 1.

I! Pay 1 P? M fir 246276055 Javamior: C lwfii g 73, m

-W 25 m (Fl/m G. B. COLLIER.

'HYDROUARBON MOTOR.

APPLICATION FILED 313.25. 1909.

1 ga 1 48, Patented Mar. 2, 1915.

6 SHEETSSHEET 2.

G, B. COLLIER.

HYDROUARBON MOTOR.

APPLICATION FILED IEB.25, 1909.

Patented. Mar. 2, 1915.

6 SHEETSSHEET 4.

G. B. COLLIER.

HYDROCARBON MOTOR.

APPLICATION FILED FEB.25, 1909.

Patented M21112, 1915. I

msmmso 6 SHEETS-SHEET 5.

G. B. COLLIER.

HYDROUARBON MOTOR.

APPLIOATIONIILED FEB.25,' 1909.

Patented Mar. 2, 1915.

6 SHEETS-SHEET 6.

" ra n era ,s AEN V are.

irYDnooAnBon-Momn.

To all 113720212. it may concern x Be it known that LGUY B. COLLIER, a citizen of the United States, residing at Kinderhook. in the county of. Columbia and State of New York, have invented certain new and useful Improvements in Hydrocarbon-Mo tors; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as "will enable others skilled inrthe art to which it appertains to make and use the same.

The present invention relates to hydro-- carbon motors and to an improvedmethod for operating the same.

It is a well recognized fact that the efiiciency of hydro-carbon motors depends among other things, upon the initlal pressure or compression at which combustion of the fuel begins, and many attempts "have been made to construct ahydro-carbon motor adapted to operate with a high compression. Such attempts, however, have heretofore proved unsuccessful by reason of the mechanical, thermal and chemical effects of the high temperature and pressures incident to high compression.

One of the objects of the present invention is to provide a hydro-carbon motor, which, I

by reason of high initial compression, may

operate with an increased eliiciency, at the. same time avoid ng the various defects in-' herent 'in high compression motors of the prior art.

It is also well recognized that higheificiency in a hydro-carbon motor requires perfeet and complete combustion of the fuel, and another of the objects of the present invention is to construct a hydro-carbon motor which shall operate With a more complete and perfect combustion of the fuel than has heretofore been obtained in motors as at present constructed.

Still another object of the present invention is to devise a method of operating hy-' dro-carbon motors which shall increase their efliciency and cure many of the defects inherent in the present methods of operating such motors.

These, as well as other objects of the present invention, are secured in general by pro-- viding a combustion chamber separate and distinct from the Working cylinder of the motor and normally out of communication therewith, delivering fuel into the air; or

Specification of Letters Patent. Pwhgntgd Mar, 2 1915,, Application filedFebruary 2 5, 1909. Serial No. 479,858. I I

above the temperature of ignition of the fuel, and then permitting the gases in the chamber, which are at an extremely high temperature and pressure,qto expand into the working cylinder and bytheir further expansion in that cylinder to convert their heat energy 1nto mechanical work.

In the accompanying drawings which illustrate a, hydro-carbon motor embodying the constructions and practising the method of the present invention Figure l is a side elevation ofthe motor; Fig. 2 is a similar view partially in section; Fig. 3 is an end elevation, looking from the right in Fig. 1, with some of the parts removed; Fig. 4 is a similar view but partially in ,section; Figs. 5, 6, 7 and 8 illustrate details of the mechanism for actuating the valves of the cylinders; Fig. 9 is an enlarged, vertical, longitudinal section of the fuel controlling mech-. anism; Fig. 10 is a similar View showing a modified form; Figs. 11, 12 and 13 are details of portions of the fuel controlling mechanism; Fig. 14 is a modification of a portion of such mechanism; Fig. 15 is a top plan view of the motor, showing the combustion chamber in horizontal section',-Figs. l6 and 17' illustrate modifications in the general construction of the motor.

The hydro-carbon .motor illustrated in the drawings is provided with two cylinders, a Working or power cylinder 1 and a compressor cylinder 2 (see Fig. 2). Within the cylinders are the usual pistons 3 and 4 carry ing the connecting rods 5 and 6, the lower Fig. 4, the crank for 'the compressor is set 90 ahead of the crank for the-power cylinder, for a purpose which will be hereinafter explained. Located at the top of the motor is the combustion chamber 10 which is preferably provided with a lining or linings 11 of some refractory and heat insulating material's such as larvite and asbestos, or other suitable substances to withstand the intense heat and to reduce so far as possible the heat losses to the walls of the chamber. combustion chamber is connected at one end with the compressor cylinder 2 by the inlet port 12, controlled by the valve 13, and is The cpnnected at the other end with the working cylinder 1 by the outlet port 14 controlled 7 by the valve 15. The-supply of air to the com ressor cylinder is controlled by the air inta e valve 16, while the exhaust from the working cylinder into the exhaust pipe 17 is control ed by an exhaust valve 18.

Preferably, the volumes of the compressor cylinder of the combustion chamber, and of the working cylinder, are so proportioned 10 relatively to each other that normally a subfirst drawn into the com 'ressor cylinder 2 by the downward stroke 0 the-piston 4, valve.

16 being held open. As piston 4 starts back on its compression stroke valve 16 closes and valve 13 opens, and as the piston rises the contents 0 the cylinder are forced through port 12 and into the combustion chamberlo.

'30 The heat derived from the compressionof 7 the air into this chamber and from the chamber itself, which, during the operation of the motor, is maintained at a high temperature, raises the temperature of the air above the as temperature of ignition of the fuelso that after valve 13 is closed, and the fuel is supplied to the chamber, it ignites and the re-- sulting combustion raises the temperature and/pressure in the chamber. Valve 15 is now opened, permitting the contents of the combustion chamber to expand through the port 14 into the power cylinder 1, and by their further expansion to drive the piston 3 downward to cause it to make its power stroke. .On the return or upward stroke of this piston, valve 15 having been previously closed, the exhaust valve 18 o ens, and the burnt gases are forced out o the cylinder into the exhaust pipe 17. Meanwhile the compressor, since its crank is in advance of the power crank, has compressedC another charge of air into the combustion chamber,

fuel has been supplied thereto, and the hot gases under high pressure are ready to be admitted to the power cylinder as soon as the ower piston has completed its exhaust stro c. J

The'advantages resulting from the general construction and mode of operation thus far described are obvious. In .the first place since combustion occurs in a chamber separate and distinct from, and normally out of in the power cylinder itself on account otthc necessity of providing proper lubrication for the movlng piston. Even where excessively high temperatures and pressures are employed, lubrication will not be interfered with, since both compression and combustion take place outside of the' working cylinder and the onl' time when heat may be absorbed by t e piston or cylinder walls is during the expansion stroke when the temperatureof the gases is rapidly falling.

Furthermore, by causing the combust'on to take place in a vchamber out of comm nication with the. working cylinder, a very much longer combustion] period on time within which combustion may occur is obtained 7 than where the combustion takes place in the cylinder itself or in a chamber in open communication therewith, so that a correspondingly slower rate of combustion may more perfect and complete combustion of ,the fuel, thus increasing the efliciency of the) *motofas well as avoidmg the objectionable chemical action and deposits upon thepiston head and cylinder walls of the working cylinder following from incomplete and impel? feet combustion, butt it also permits the use of fuels which here ofore, on account of the beemployedi' Not only does this result in a combustion chamber having no movable pis- 1 -tontherein is that it permits the use. of a lining as above described which shall not only resist the destructive effect of the high temperatures, but which shall also by its heat insulating properties, prevent so far as possible the escape of heat to the walls of the chamber and the consequent loss in efliciency.

Still another, feature of importance of the general structure above described is that by varying the re ative time of delivery of the fuel into the combustionchamber, the motor may be caused to operate upon either the Otto or the Diesel cycles or upomany desired combination, of those cycles. For example, if the fuel be su plied to the combustion chamber suflicient v early before the valve 15 between the chamber and the working cylinder is opened so that combustion may have been completed in the chamber, the full charge under maximum pressure and temperature will, on the opening of that valve, expand into the cylinder, giving an expansion and exhaust curve on an indicator card similar to that produced by the typical Otto cycle motor. On the other hand if injection of fuel be delayed until just as the valve 15 is opening and is continued for a substantial ,portion of the downward stroke of the communication with, the working cylinder, powerpiston, the power stroke will be simivery much higher compression and temperalar to that of the Diesel cycle. By varying 35 ture may be employed than would be'possible the point and duration of the injection 015 a the fuel, any desired combination of the motors operating upon that cycle. This general construction of motor is also peculiarly adapted for the scavenging of the combustionchamber after each charge of fuel has been burned therein, driving out all traces of the products of combustion and providing pure air for each successive charge of fuel which may thus be burned most efiiciently. It will be observed that it is only necessary to open momentarily the outlet port valve 15 between the combustion chamber and the working cylinder after the pressure of the compressed air which is being forced into the chamber from the compression cylinder exceeds that in the working cylinder. Preferably this scavenging operation will take place at minimum pressure A diflerences, and will be accomplished by so timing the opening of inlet port valve 13 that this will not occur until the pressure in the compression cylinder is substantially. the same or but slightly above that in the' chamber, the closing of outlet port valve 15 through which the hot gases from the previous combustion have been expanding into the working cylinder being just sufliciently delayed after this instant to permit the foul gases to be forced out of the combustion 4 chamber into the. working cylinder. Not only is scavenging under minimum pressure differences the most efiicient, but by driving the residue of" the burned gases into the.

working cylinder where they may expand.

and do work instead of wasting their energy by exhausting directly into the open' air, the scavenging operation is performed with a comparatively small, expenditure of energy.

While any suitable valve mechanism may be employed for the compressor and working cylinders and for the combustion chamber, the specific devices shown in the drawings comprise, briefly, rocking levers'mount ed on the top or head of the motor and connected at one end to thevalve spindles and at the other end bycmeans of rods to cam levers actuated by suitably formed cams upon a rotating cam shaft. The combustion chamber inlet and outlet port valves 13 and 15 are alike, both being of the balanced, puppet type and provided like the combustion chamber itself with a lining 19 of heat resisting and'insulating material.

The connection between the rocking levers 2-5, which actuate valves 13 and 1 5, and

v the stems of these valves is illustrated in Fig. 5, the somewhat rounded end 26 of the lever entering the slot or recesses 27 in the stem of the valve. The rocking levers are.

all mounted upon the fixed shaft 28supported in the brackets 29, while the cam levers are all mounted upon another fixed shaft 32, which is 'carried by the webs 33 on the upper crank case casting, the extreme right hand end of the shaft, as seen in Fig. 1, receiving additional support from a bracket 34 attached to the lower crank case casting.

The cam'levers 35, which are attached at their outer ends to rocking'levers 25 by means of the connecting rods 36, each carry rolls 37, which engage the valve actuating cams, being held in contact therewith by means of tension springs attached at one end to the pins 39 on the rocking levers 25,.

being splined upon said shaft for a purpose shortly to be described. The cam shaft is mounted in the bearings 45 and. is rotated at the same speed and in the same direction as the main shaft 9 by means of the cars 46, 47 and 48. It will be observed that these cams act positively to open the valves, the closing being efi'ected by suitable springs (not shown) as soon as the high portions of the cams pass out of engagement with the cam rolls. Figs. 6 and 7 indicate the relative position of the cams 42 and 43 and cam levers. 35 when the valves 13 and 15 are in the position shown "in Fig. 2 the working piston at this time just completing its power stroke and the compressor piston rising on its compression stroke. While the hydrocarbon motor herein described may be practically and successfully operated with the times of opening and closing of these valves 13 and 15 fixed and unvarying, still it, is desirable to provide means for shifting these times of operation or'soine of them high or operative portions of the cams are made of varying peripheral length by having one of their faces angularly disposed with relation to the axis of rotation. For example, the advancing face of cam 42 is inclined, while the following face is parallel to the axis of rotation," so that by shifting the cam disk longitudinally of the cam shaft the time of opening of the valve 13 may be varied although its time of closing remains unaltered. A convenient means for shifting the cam disk is shown in the'drawings and comprises the shipping lever 52- mounted upon the fixed stud 53 and having its lmverend forked to straddle the ship ping ring 54: to which it isconnectcd by the usual pin and slot connection 55.

(am 43 for the outlet port valve 15' is constructed similar to cam 2 except that thefollowing face is inclined and the advancing face parallel to the axis of rotation, so that by shifting the cam disk longitudrnally of the shaft'the time of closing of this valve may be varied, its time of opening, however, remaining unchanged. A similar shipping mechanism is also provided consisting of the lever 56 on stud 57, shipping ring 58,. and pin and slot conned tion'59. v v

If the motor is to operate under a substantially uniform and unvarying load, the cams will be so adjusted longitudinally of the camshaft that the inlet port of the valve 13 will be opened, as before suggested, when the pressure in the compression cylindcr is substantially equal to 01' but slightly above that existing in the combustion cham- 30 her 10, the outlet port valve 15 being held open at this time to permit the combustion chamber to. be scavenged into the working cylinder. Inasmuch, however, as these motors as a general practice operate with constantly varying and fluctuating loads, it is not only desirable but necessaryto'provide means for varying the output .of the motor in accordance with the demands f upon it, and one. method of accomplishing this is by shifting thetime of operation of these valves and particularly the time of closing of the outlet port valve 15. While normally this valve will be arranged to-close just after the inletport valve 13 has been opened, it is apparent'that if the closing of the outlet port valve 15 be still further delayed, .a more or less substantial portion .of the charge of compressed "air which is being forced into the combustion chamber "for may escape therefrom into the working cylinder, so that the compression in the combustion chamber Will be materially reduced. On the other hand, if the outlet port valve 15 be closed beforethe inlet port valve.13 opens, and while a considerable pressure still exists in the combustion chamber, the subsequent compression into that chamber of the entire charge of compressed air will very material-1y increase the compression over the nor'mah When the load on the motor, therefore, diminishes the output of the latter may be decreased by delaying the closing of the outlet port valve 15, while if the load be increasedthe motor may still the combustionof the next charge of fuely o-carbonmotors. 1 .1

The mechanism for shifting the cam143 to vary its time of closing in accordance with the demands upon the motor consists briefly of speed controlled mechanism operatively I connected to the cam to shift the latter in the proper directions along the cam shaft, when the speed of the motor varies underl increase or decrease of load. ,This 'mecha n'ism comprisesfa'ball'goverhor 63 connected by pi'nand-slot connection 64 to the inclined shipping'lever 65 pivoted midway its ends at 66 and connected at its upper end with the shifting (lever 56 by means off the connecting rod 67. This 'rodis preferably made in two buckle 68, which, by means of right and left hand threads, permits the length of connectingrod 67 to be-varied for the purpose of adjusting the position of cam 43 beneath the cam roll 37.

The operation of this mechanism is obvious. If the load on the motor be decreased and the speed rises, .the'governor weights will move outwardly, moving the upper end of lever 65 toward the right in Fig. 1, -and with it the connecting rod and cam disk 43, bringing the *longer portion of the high part of the cam beneath the cam roll and causing the. outlet ort valve 15 to close later. On the other and, if the speed falls 10h,

' owing to increase-in the load, the shipping lever will be actuated in the opposite direction and the cam disk moved towardthe left in Fig. 1, bringing the shorter portion of the high part of the cam beneath. the cam roll and. causing an early closing of thisvalven If at any time, however, it is desired to throw the governor out of action,-eithem Qmomentarily or for a substantial period of time, this may be done by means of the hand lever 56, any/suitable locking mechanism being provided if necessary to retain the lever in the desired position.

The specific mechanism for actuating the intake valve-16of the com ressor cylinder and the exhaust valve 18 05 the power cylinder is very similar to the mechanism already described for-actuating the inlet and outlet port valves 13 an'd 15, except that no provision is made for varying the time of operation ofthese valves and the valves are opened by a downward movement instead of by an'upward movement. The form of connection, therefore, between the rocking actuating levers on the top ofthe motor and the valve spindles is somewhat different. As shown in Figs. 2 and 4, these rocking levers 72 are forked to straddle the valve spindles,,and each arm of the fork is provided with a slot 73 to receive the pin '74 parts arid-connected by a turn- '85 of the sliding sleeve 75, collars 76and 7? 7 9 to the ends of cam levers 80 pivoted upon the fixed shaft 32'and carrying the cam rolls 81. The cam 82 for the intake valve 16 is shown in side elevatiorfin Fig. 4 while the cam 83 for the exhaust valve 18 is shown in side elevation in Fig. 8, these cams being in the relative positions which they occupy when the other parts of the motor are as;

ishown ineFig. 2.. Springs 84 attached at one end to ,the pin 85 on the rocking lever 72 L and at the .other end to the eye 86 on the head of the motor tend normally to open the valves, lthe, cams acting to close them. In the motor of the drawings, no provision is made for varying the time of operation of these'valves, the intake valve 16 opening just after the compressor piston starts on'its suction stroke, and closing when it reaches the end ofthat stroke, and the exhaust valve 18 opening when the power piston begins its exhaust stroke and closing at the end of the same. I

The motor shown in the drawings is e pecially designed for operation with a liquid' fuel, andthe mechanism for supplying such fuel to the combustion chamber comprises measuring devices which measure off a pre- "determined charge of fuel and delivery devices for delivering such charge to the motor. 7 The principal feature of the measuring devices consists of afuel pump, the inlet valve of which is preferably speed controlled, so that the amount of the charge of fuel drawn into and delivered from the pump cylinder is vaiiedfdependent uponthe speed of the motor.- The, delivery devices are'shown in two forms; one in which. the measured charge is injected into the combustion chamber by a blast of compressed air' or of steam, and'another in which the measuring pump itself ,forces the charge 95 bein at that time closed, the fuel is forced tirough the check valve97 and into the trap or depression 98, ready to be injected into the combustion chamber at the propfi' time and in the manner shortly'to be described. The ump piston 96 is actuated b a cam 99 fixe upon the main shaft of the motor to, make a full suction and forcing stroke for each revolutionof the main shaft ,by means hf the cam lever 100 pivoted at one end upon the fixed shaft 32, and connected \at the other end with the pump piston by the rod 101. The spring 102, one end of which is atta ched to the cam lever, and the otherto the lower crank case casting, tends to depress the cam lever and hold its cam roll in contact with the cam, the suction stroke of the pump piston being effected by the spring while the forcing stroke is positively producedby the cam. The measuring valve 95 is actuated b means of a cam 106 on the main shaft of the motor through the medium of the cam variable in order that the amount of the charge drawn into the pump cylinder may be diminishedor increased according to the de mands upon the motor, and cooperates with the valve actuating devices heretofore described in maintaining the motor speed substantially constant. This variable closing of the measuring valve is accomplished by means of thecam 106 (see Fig. 11) which is formed upon a relatively wide cam disk, the advancing face of the cam being parallel, while the followin face is inclined to the axis of rotation o the cam. This cam is splined upon the main shaft, and is arranged to be moved longitudinally thereon by the (ball governor 63 and the inclined shipping.

lever 65. If the,speed of the motor diminishes, due to an increase in the worktdemanded of it, the governor will shift the cam 106 to the right in Figs. 1 and 2,..bringinto the chamber. Auxiliary devices are ing a longer portion of the high part of the also shown which may be. employed for the cam beneath the" cam roll so that the time purpose of causing the latter portion of the of closing of the measuring valve will be charge to ,be injected at the same or evenat correspondingly delayed, and an increased cylinder 96.

a higher rate than is the former portion. a

In themeasurin'g and delivery mechanism shown in Fig. 9 of the drawings, 92 represents the fuel supply pipe which leads fromv some source of supply to the fuel chamber The liquid fuel passes from this chamber into the pump cylinder 94, when the. measuring valve 95 is raised, as shown, on the downward or suction stroke of the'pump On the upward or forcing charge of fuel will be thereafter supplied to the motor, the excess of air supplied to the combustion chamber taking care of the increase in thefuel charge. If the speed increases, on the' other hand, the reverse operation takes place, and through the early closing of the measuring valve, the charge is cut down to meet the lessened demand for power. I

The delivery devices shown in Fig. 9 com- 65 stroke of the pump piston, measuring valve prise a compressed air pipe 1 4: (steam may ployed for actuating the compressed air be used if desired) leading from some suit.- able source of supply, and through which air may be admitted behind the charge of fuel in the trap 98 .to force or inject the fuel past the ball check valve 114 and into the combustion chamber. The valve for controlling the compressed air supply is' shown at 116, and is actuated by a suitably shaped cam on the main shaft of the motor through the-cam lever 117 andiconnecting rod 118. The motor shown in thedrawings, as already pointed out, is adapted, so far as its general organiiation and construction are concerned, to operate upon either the Diesel or Otto cycles, or any desired combination of such cycles, the time and duration ofadmission of the fuel to the combustion chamber determining the cycle. Andin the drawings special provision has been made-wherebythe motorgmay operate upon either the Otto or the Diesel cycle as may bedesired, a double cam, as it were, being cmthe rod 126, the intermediate pels the cam to rotate with the shaft yet which enters the .camdisk 119 and the other ortion passing-through a'lonlg gitudinal slbt or recess 128 in the shaft. he pin in the slot com- 70 at the same time permits the former to be moved longitudinally aim the latter to bring either the Otto or iesel cam into operative position. A hand lever 129 mount- 1 ed upon the, pivoted link 130 and having its 75 lower end bifurcated at 131 to straddle the rod 126 between the two collars 132, permits the operation of the motor upon eitherv cycle and thechange from one to the. other without stopping-the motor. If'dcsired, the motor may be started in operation on one cycle and then, shifted over to the other cycle, or such a change may be made at :any

time in the re'guIar operation of the motor "to meet changed conditions.

86 In the modified form of fuel delivery mechanism shown inFig. 10, the charge of fuel previously measured off by the measurvalve, one portion; of the' cam being so ingvalve 136 and drawn into the pump cylformed and timed as to cause the Otto cycle to be carried out, while the other portion to stile other moving parts of the motor that the injection of the fuel will begin imme-' diately after tl1e;compressor piston has finished its compression stroke and the inlet port valve 13 has been closed, and such in-. jection may continue for "substantially a quarter of a revolution of the main shaft, and until the piston has reached its upward position and the foutlet port valve 15 is about to open. The advancing face of portion 121, on the other hand, which produces the Diesel cyclc,'is shown as so timed that the injection of the fuel will begin substanti ally when the power piston reaches the end of its upwardstroke and the outlet port valve 15 is opening, the peripheral length of the portion. 121 being such that the injection will continue for about 1/11. of, the

downward or power stroke of the piston.

. circular recess 125 within which is slidingly inder 137 on thesuction stroke of the pump piston 138 is forced by the pump piston itself on its upward or power stroke past the ball-check valve 139 and through the fliel pipe 110 into the combustionchamber. If desired, a supplemental blast or puff of compressed air or steam may be admitted from pipe 141 by valve 142 to the fuel ipe 140 to force whatever fuel may be le t in the pipe, and particularly near the cdmbustion chamber, into that bhamber. i

. Another auxiliary or supplemental device which may be employed in connection with the fuel delivery mechanism is shown in Fig. 14, and?comprises brie y a cam-controlled valve for admitting additional air or steam to the fuel pipe and for thus augmenting the effect of the previously described introducing blast. If the motor is operating upon the Otto cycle this augmenting will tend to counteract theretardlng effeet of the increase of pressure in the combustion chamber following the introduction of the first portion of the charge, so that not only may the rate of injection of the fuel be maintained constant, but it even may be 116 increased if desired. Wlien the motor .is operating upon the Diesel cycle, on the other hand, Where the fuel is injected while the piston is moving on its power stroke, the

augmenting of the introducing blast will 120.

,pipe 147. lit the proper instant needle valve 148'is opened by the cam 1 19 to uncover the end of the supplemental compressed air or steamsupply pipe 150, thus causing the latter portion of the charge to beintroduced at a higher rate than was the former portion. By varying the shape of a cam 149'any desired time or rate of such increase can be obtained. The final injection ofthe fuel into the combustion chamber may be in the form of a spray by any of the usualorcustomary devices for such punpos'es, or it may be in the form of 'a solid stream, or many modification or combination or both spray and, stream; Furthermore, the fuel may be injected into the air in the mombustion chamber, or it may be caused to pass througlra portion of the air and then be. thrown on to a hot surface, or it may even be injected directly again'st'a' heated surface or through or upon fragments of refractory material.

lln Fig. 15 the fuel pipe 155is shown as entering the combustion chamber at an' inclination sothat the fuel will be injected in the form of a fine stream and caused to'pass througha very substantial amount of hot air before it comes into contact with the hot thus giving a quarter of a revolution for the injection and combustion of the fuel, if the motor isoperating upon the Otto cycle or some modification thereof. It is obvious,

however, that a longer combustion period may be obtained if it is' desirable or necessary bysetting the compressor crank still farther in advance of the power crank. Thus if the cranks were 180 apart, substantially half a revolution would be available for combustion of the fuel, and even a longer period might be. gained if the compressor crank were set still farthe'r in advance of I the power crank, and the outlet port valve was closed and the inlet port valve opened before the power piston had completed its downward stroke.

In the modification shown in Fig. 16, not only are the cranks of the compressor piston 160 and of the power piston 161 set opposite-each-other, thus giving to the motor the most perfect mechanical balance possible, but a storage tank or reservoir 16% is provided intermediate the compressor cylinder and the combustion, chamber 163, communication between the reservoir and chainber being controlled by the valve 164. Not

me ias a half speed sha t. The fuel measuring and der and a single working cylinder, the two combustion chambers being arranged to be alternately thrown into communication with go the working cylinder onalternate workin strokes of the power piston. The cranks o 'the two cylinders are shown as set together so that. a ,cdmbustion chamber will be charged, with compressed air while the "as power piston is making its exhaust stroke but will not be thrown into communication with the working cylinder until after a complete revolution. A combustion period equal to the time ofone complete revolution 9a is thus provided for each combustion cham- In Ijig N, the compressor cylinder isv showmas and the power cylinder as 169, the Me combustion chambers being indias cated at, 170 and 171. Suitable inlet and outlet port valves 172 are provided which are actuatedby rope'rly shaped cams upon delivery devices, shown in elevation in 173 and in section in 174-, are substantially like sthose illustrated in Fig. 9 and already described. In the modification shown in this figure, means are also provided whereby water )may be forced into the combustion 10s chamber during or immediately after the injection of the fuel, the heated gases converting the water. into steam with a corresponding reduction in the temperature, but

an increase in the weight, of the power or working medium. The water supply devices are shown in elevation in 175 and in section in 17 6 and comprise measuring and delivery means substantially like those for measuring and supplying the fuel, 177 being the water supply pipe and 178 the com- 4 pressed air pipe for admitting air behind the charge of water to force it into the combustion chamber. The water measuring valve 17 9 may be controlled by a governor rious ,nrechanisms, so that it will be neces- 1 over by hand to cause theinjection and ignition f th first charge of 61- E, l at a scribed,hcwevcr, the claims are not td be 1,180,1 1? l 1 s, l the water in the jacket 180, which surrounds thcombustion chamber, under a sufiiciently high pressure and temperature, the release I of its pressure when it is 1n]ected-into the the place of compressed hair to inject the description of the motor shownjin the draw:

ings, a blast of steam may be employed in combustion chamber may alone be sufficient charge of fuel, and when in the claims the 70 to cause it to flash into steam.

The operation of the motor has been already described in connection with the vapointed out, the heat of the'combustion sary to refer at this point only to the method of settingit in operation. This may be ac complished in several well-known Ways. ha b fi r li d u on t j e th t For example, heat may applied to the prature of the air due to compressipnand .combusti0n chamber to ralse it "to the deto raise the air-in the coml iustion chamber sired p e, f e m r t to a temperature above that, of ignition of thefuel.

suitable temperature may e pump d ill limitedto such an arrangement, as in genthe com ustion-Cham er y S it hand eral it is immaterial" whether the temperai hhdthe l charge h injected in ture of the air in the chamber is gained 3 silnilamminnerif the h is not solely from the compression or solely from large and l im m COmPIG Si is the chamber itself or from the combined efsuiliciently high, it may be only necessary feet of both, or even in other ways. Where to turn the motor ver by h n the claims, therefore, recite means for sup While in the accompanyi g dra i g the plying air to the chamber at a temperature motor is shown as single acting, the present b v th t f ignition of the fuel, 11; is to invention is not limited to such a construe b d t d th t such temperature may tion. Furthermore, a plurality'of working b btai d i y ofth bov ugg sted cylinders maybe employed, either duphways, r catesof the cylinder shown in the drawings, Having thus described the nature and or arranged to receive and further expand the scope of the invention, what is claimed is:

charge from the first cylinder. In the draw 1, Ah d bon motor, having, in c mihgs the motor is Shown as governed y 7"- nation, a workingcyl'inder and piston, a coming the time Operation of the Olitlet P --bustion chamber, means for supplying the Vii-1W between the combustion chamber and combustion chamber with airat a temperature the Working cylinder ihl cohpemtioh with above the temperature of ignition of the Variation hf the fuel If desired, fuel beginning before and continuing after either of these devices may alone be used th wo king piston has reached the end of 1 control the speed of the motor, both. its working stroke, means for introducing together, aS ill strat Whi the motor fuel into the combustion chamber, and means ofthe drawlhgs is p e with o cams, for throwingthe combustion fuel -int o and one for causing the I to Operate 0n t out of communication with .the working cyl- Diesel y 016 and the other for the Ohio, inderfsubstantially as described.

2. A hydro-carbon motor, having, incomthe cam any e ired co i a i r di bination, a Working cylinder and piston, a

ca i n of these QV 0M1 be pr combustion chamber, a connection between Furthermore, although the motor heretofore the chamber and the cylinder, a valve chm d scrib d rs .pnmarilyv mtendcd to operate trolling said connection, means for causing With the alr 1n the .COm llSt Il h m erat the combustion of fuel in said chamber, and

sufficiently g tempel'fltulfe to 031156 the means for opening and closing said valve 6 to ig ite When it i j r i the constructed and arranged to permitthe time present invention in :all its details is not of closing of said valve to be varied withnecessarily limited to. such a construction, as "out reversing. the direction .of rotation 'ofmany features are adapted for se in a 111 the motor, substantially as described.-

tor employing an electric spark or some 3. A hydro-carbon motor, having, in comother igniting means. The motor of the bination, a working cylinder 'and piston, a drawings which constitute the subject of the combustion. chamber, a connection between present invention has been described as 0 the clmmber and thecylinder, a valve concrating with either a liquid or a solid fuel, trolling said connection, meansfor causing but 1t 15 obvlous that 1f desired a gaseous the combustion of fuel in said chamber, and

Except where so specifically ,de-

)fuel might be employed which could be introduced into the combustion chamber either speed controlled means for varying the time ofclosing of said valve, substantially as described. y

4.. A hydro-carbon motor, having, in combination, a working cylinder and piston, a

mamas combustion chamber, a connection between the chamber and the cylinder, a valve controlling said connection, means for causing the combustion of fuel in-said chamber, ,and means under control of the operator, to permit the time of closingof said valve to be varied without reversing the direction of rotation of the motor, substantially. as described.

A hydro-carbon motor, having, in combination, a working cylinder and piston, a combustion chamber, a connection between the chamber and the cylinder, a valve controlling said connection, means for, causing ering compressed air to the combustion chamber, and means for actuating the valve constructed and arranged to hold the valve open during a portion of the fame of the deliverv of the compressed air into the combustiori chamber to vary the charge of air in the combustion chamber, substantially as described.

7. A hydro-carbon motor, having, 1n combination, a working cylinder and pistoma combustion chamber, a connection between the chamber and the cylinder, a. valve controlling said connection, means for delivering compressed air to the combust1on chamber. means for causing the combustion of fuel in the. chamber, and means for actuating the valve constructed and arranged to open" the valve to ermit the contents of the chamber to partially expand into the cylinder and then to close the valve to retain a substantial pressure in the chamber.

8. A. hydro-carbon motor, having, in combination,'a working cylinder and piston, a combustion chamber, means for throwing said combustion chamber into and out of communication with the working cylinder, and means for admitting compressed airto the combustion chamber while said chamber is in communication with the Working cylinder, to scavenge the combustion chamber, substantially as'described.

9. A hydro-carbon motor, having, in combination, a working cylinder, a piston,a combustion chamber, a connection between the chamber and the cylinder, a valve controlling said connection, means for supplying air to said combustion chamber for the combustion of the fuel, means for introducing fuel into said combustion chamber, and means for actuating the valve constructed and arranged to hold the valve open until substantially as de-' after the delivery of compressed air to the combustion chamber has begun, to scavenge the combustion chamber, substantially as described.

1-O. A ydrocarbon motor, having, in combinatlon, a workmg cylinder andpiston,

a compression cylinder and piston, a combustion chamber connected with the compressor and the working cylinders, an adm1ss1on valve controlling the "connection between the combustion chamber and the compressor cylinder, and means for actuating sald valve constructed and arranged to vary the t1me of, opening of said valvewithout reversing the direction of rotationwof the motor, substantially as described 11. A hydro-carbon motor, having, in combination, a Working cylinder and piston, acombustion chamber, means for'supplying said chamber with compressed air at atemperature above the temperature of ignition of the fuel, said" means including a compressed air reservoir, connections for delivering air from said reservoir to the chamber, and a compressor cylinder and piston connected with ,said reservoir, and means for throwing the chamber into and out of communicationwith the working cylinder, substantially as described.

12. A hydro-carbon motor, having, in

combination, a cylinder a piston, a combustion chamber, means for supplying the combustion chamber with air at a temperature above the temperature of ignition of the fuehmeans for throwing said chamber into and. out of communication with the cylinder, means for introducing fuel into said chamber, and means fbr introducing water while said chamber is out of communication with the cylinder, substantially as described.

13. A hydro-carbon motor, having, in,

combination, a cylinder, a piston, a combustion chamber, means for supplying the combustion chamber with air at a temperature above the temperature of ignition of the inch means for introducingfuel into the V combustion chamber, and means for introducing Water into said chamber while fuel is being introduced, substantially as described.

14. lhe method of operatiiig hydro-carbon motors which consists in burning the fuel in a closed combustion chamber, permitting the contents of said chamber to eX-. pand into a working cylinder, and scavenging the combustion chamber into the working cylinder, substantially as described.

15. The method of operating hydro-carbon motors which consists in supplying compressed air to a closed chamber, burning the A cylinder, and to provide compressed 'air for the combustion of the next charge of fuel, substantially as described. g

16. The method of operating hydro-carbon motors which consists in supplying compressed air to a closed combustion chamber, burning fuel in the chamber, permitting the contents of the chamber to expand partially into a working cylinder, cutting off such expansion, and then supplying. compressed air to the chamber for the combustion of the next" charge of fuel, substantially as described' L 17. The method of operating hydro-parbon motors which consists in introducing fuel into a closed chamber containing air at a temperature above the temperature of ig nition of the fuel, introducing water into said chamber, and thereafter permittingthe contents of-said chamber to expand into a' 1 working cylinder, substantially as described.

18. The method of operating hydro-carbon motors which consists in introducing fuel into a closed combustion chamber containing air at a temperature above the temperature of ignitioni'jof the fuel, permitting the contents of the chamber to expand into a working cylinder, and introducing more fuel into the chamber, substantially as described.

'19, A hydro-carbon motor, having, in combination, a working cylinder, a piston, a

- combustion chamber, means for supplying and during the continuousoperation of the motor'in' the same direction, to vary thecycle of operation of the motor, substantially as described. l i

20. A hydro-carbon motor, having, in combination, a cylinder and piston, a combustion chamber, means for supplying the combustion chamber with air at a temperature above the temperatureof ignition of the fuel, means for introducing fuel into the combustion chamber, means for throwing the combustion chamber into communication with the cylinder during the first portion of the working stroke of the piston and out of communication with said cylinder before the piston completes its working stroke, substantially as described.

' 21. The method of operating hydro carbon motors which consists in introducing fuel into a combustion chamber containing air at a temperature above the temperature of ignition of the fuel, introducing water means? into said chamber while fuel is beiiig introducedjherein. and permittmg the'contents ofsaidchamber to expand into a working cylinder, substantially as described.

a combustion chamber, means for supplying said chamber with compressed air at a tem perature above the temperature of ignition of the fuel, means for throwing the combustion'chamber into andout of communication with the working c linder, and means including a double cam or introducing fuel into the combustion chamber, and mechaous operationof the motor in t e same direction, substantially as*described.

23. .A, hydro-carbon motor, having, in combination, a work ng cylinder and plston, x a combustion chamber, a connection between the chamber and the cylinder, a yalve controlling said connection, means for delivering compressed an to the combustion chamher, and means for actuating the valve constructed and arranged to hold the ,valve open, forwarying durations of' time toxpermit jzhe escape of air from the chamber to [vary the charge of compressed air in said chamber, substantially as described.

24. A hydro-carbon motor, having, in combination, a working cylinder and ,p1 ston, a combustion-chamber, a connection between the chamber and the cylinder, a valve -co'ntrolling said connection, means for delivering compressed air to the combustion chamher, and s eed controlled'means for actuat mg the va ve, substantially as described.

25. The methodflof controlling hydro-car- 5 bon motors having a-combustion chamber separate from the working cylinder, which consists in varying the amount of' the charge in the combustion chamber by permitting a portion ,of the contents of said chamber to no escape therefrom into the workin cylinder prior to combustion, substantial y as described.

26. The method of operating hydro-carbon motors which consists in introducing compressed, air. into a closed combustion chamber, permitting a portion of such air to escape from the chamber to vary the charge therein, burmng fuel in the-chamber and permitting the contents. to expand into the ma working 0 l1nder,substantially as described.

27 A ydro-carbon motor, having, in combinatlon, a working cylinder and piston, a combustlon chamber, a compression cylinder and piston independent of the worka ing cylinder, connections between the combustion chamber and the working and coinpression cylinders, and conne'ctionsbetween the compression and working pistons timed to actuate the compression piston to make-13a" hydro-carbon motor, having, in w combinatlon, a working .cyllnder, a piston,

its compression stroke during a portion of both the working and exhaust strokes of the working piston, substantially as described.

28. A hydro-carbon motor, having, in combination, a working cylinder and piston, a combustion chamber, a compression cylinder and piston independent of the working cylinder, connections between the combustion chamber and the working and compression cylinders, and connections between the compression and working pistons timed to actuate the compression piston to begin its compression stroke after the working piston has begun and before it has completed its working stroke, substantially as described.

In testimon whereof I aflix my signature,

in presence of two witnesses.

I GUY B. COLLIER. Witnesses:

ALFRED H. HILDRETH, WARREn G. OGDEN. 

